Steam engine



4 Sheets-Sheet 2.

(No Model.)

B. OREUZBAUR.

STEAM ENGINE.-

No. 358,845. Patented Mar. 8, 1887.

X l N V E N TO R WITN ESS ES g r m By hz's Attorneys,

N. PETERS, Phalwuiho n har. Wnshmglnm D. C.

(No Model.) 4 Sheets Sheet 3. R. GREUZBAUR.

STEAM ENGINE.

Patented Mar. 8, 1887.

INVENTOR WITNESSES H mans. PholwLlthvgmphen Wnshinglnn u. c

(No Model.) 4 sheets -Sheet 4.

R GREUZ BAUR.

STEAM ENGINE.

No..358,845. Patent ed Mar. 8, 1887 WlTNESSES: INVENTOR:

gm 5767/ By his Attorneys,

NA r-ncns. Photo-Lnhognphor. Waahingtnn, n. :4

UNITED TATES PATENT Fries.

ROBERT OREUZBAUB, OF BROOKLYN, NEW YORK.

STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent No. 358,845, dated March 8,1887.

Application filed July 13, 1885. Renewed July 27, 1886. Serial No.209,204. (No model.)

To aZZ whom it may concern:

Be it known that I, RoBER'r CREUZBAUR, a citizen of the United States,and a resident of Brooklyn, Kings county, New York, have inventedcertain Improvements in Steam-Engines, of which the following is aspecification.

My invention relates to the class of engines known as single-acting, andwherein steam and similar expansible fluids are employed to act on andmove the piston or pistons.

The objects of my improvements are, first, to provide the engines withtwo cylinders placed endwise, with their pistons and attachments adaptedto move in opposite directions, and so weighted that their momenta willbalance each other, and thus prevent shocks upon the base of the engine;second, to so arrange the conmeeting-rods that the momenta of theircrankpin ends will balance and neutralize each other;

third,to provide the engine with a valve placed centrally over andpartly within the high-pressure cylinder with steam-passages openingcentrally into the cylinders, thereby shortening the steam-channels andavoiding the side action and, crossstrains caused by the usual one-sideddelivery and impact of the steam; fourth, to pass the major part of theexhaust-steam from the low-pressure cylinder directly through its sides,thus preventing the cooling effect of the exhaust-steam on the valve andsteam-channels; fifth, to maintain a constant strain in one directionwhen condensing by exhausting the low-pressure cylinder into a chamberopposite to the Working side of its piston and separated from thecrank-shaft chamber.

My invention will be fully described hereinafter, and its novel featurescarefully defined in the claims.

In the drawings, which serve to illustrate my invention, Figures 1 and 2are side elevations of my improved engine, taken from points of view atright angles to each other. Fig. 3 is a vertical section taken throughthe axis of the crank-shaft, as indicated by line 3 3 in Fig. 2. Fig.4is a vertical section taken substantially on line 4 4 in Fig. 3-that isto say, a part of the high-pressure cylinder is in elevation. Fig. 5isahorizontal section taken on line 5 5 in Fig. 3. Fig. 6 is a horizontalsection taken on line 6 6 in Fig. 3. Fig. 7 is a fragmentary horizontalsection taken on line 7 7 in Fig. 4. Fig. 8 is a horizontal sectiontaken on line 8 8 in Fig. 4. and designed to illustrate the arrangementof the non-conduct iug covering on the high-pressure cylinder. Fig. 9 isa fragmentary sectional view taken on line 9 9 in Fig. 6, and showingone of the valves. This valve will be hereinafter described. Fig. 10 isa fragmentary sectional view taken in the plane indicated by line 10 10in Fig. 5. This view will be hereinafter explained. Fig. 11 is a sectionthrough the valve-eccentric, taken on line 11 11 in Fig. 3. Fig. 12 is adiagram showing the distribution of the steam.

H is the base or bed plate containing the eX- haust-chamber h, providedwith an exhaustoutlet, If.

I is the low pressure cylinder, properly flanged and bolted down uponthe bed-plate H. Between the flange on the cylinder and the bed-plate isinterposed suitable non-conducting or heat-intercepting material, Z.Above the piston-bore of cylinder I, and formed with the latter, is asteam jacket and reservoir, i for live steam, which connects with thesteamgenerator by a passage, i.

K is the piston of thelow-pressure cylinder, which is usually madehollow to intercept the heat, and is provided with any suitable packing,K. This piston is provided with a stem, K, whereby it is rigidly securedto a yoke, K said yoke being rigidly secured at its ends to sliding rodsKflwhioh play longitudinally with piston K in truly-formed bores orhearings in the wall of the cylinder I, as clearly shown in Figs. 3 and6. 1n the upper ends of rods K* are rotatively journaled wrist-pins L,to which are coupled connecting-rods Z, which may be constructed in anyway. I usually construct each rod of two fiat bars, (see Fig. 3,)coupled to the wrist-pins at one end, and compelling the said pins tooscillate by reason of a stud, P, which secures an arm, i on thewrist-pin to one of the bars of the rod 6. The upper ends of the barsare riveted to the lower halfof the crank-pin sleeves i.

A is the crank-shaft.

A are the crank-pins, to which the piston K is connected.

A are the crank-pins, to which the piston p of the high-pressurecylinder is coupled, and

A are the fly wheels or pulleys on the shaft A. This shaft is journaledat B in the exterior casing, V, of the engine, which is flanged andbolted firmly down to the cylinder I,with non conducting material Vinterposed between its flange and the flange on the cylinder.

In order to form guides for the squared heads of the sliding rods K, Ibolt to the top of cylinder I angle-piecesN N, as best seen in Fig. 10.These prevent cross-strains on the rods, as will be well understood.

In order to be able to use a long'connectingrod, Z, I usually formrecesses O in the top of cylinder I to receive the heads of rods K, as

- Any number of these ports 1 may be employed,

as indicated in Fig. 7 ,where sixteen are shown. 1? is the high-pressurecylinder, which is flanged and bolted onto the top of cylinder I,

' and preferably axially aligned with the latter.

10 is the piston of the cylinder 1?. This piston with its attachments ismade to substantially equal in weight the piston K and its attachments,so that the momentum acquired in the upward movement of one willneutralize the momentum acquired by the simultaneous downward movementof the other, and vice versa. The upper ends of their respectiveconnecting-rods, where they connect with the crank-pins on the shaft,are also made to balance each other for a like reason. To the pistonpare rigidly'secured wrist-pinspito which are coupled theconnecting-rodsp. The wristpins 19 and the bosses of the rods p play inslot-s 10 formed in the walls of the cylinder P, as clearly seen in Fig.4, where this part ofthe cylinder is seen in elevation.

Q is the valve, which is tubular, and plays through the piston 12 andthrough the top of cylinder I. This valve has a stem, 2, which playsthrough a stuffing-box, 3, in the top of cylinder I, and is keyed to ahead, 4, which is coupled by a wrist-pin, 5, to the yoke or strap T ofan eccentric, a, on the main shaft. The

eccentric is substantially balanced by knobs a, and is driven bycrank-shaft knobs u and a, one serving to drive it for forward gear andthe other for backward gear, in the usual way. The upper end of valve Q,which plays in the ported upper end of cylinder P, is open.

g is the valve-chamber, and q an exhaust passage or chamber, whichconnects by passage q, Fig. 4, with the exhaustchamber h in thebed-plate.

q is the steam-chest or live-steam chamber, which is supplied throughinlet i, jacket '6, and passage 2.- (Seen in Fig. 4.) As represented inFig. 3, the live steam is passing from chamber q, through the annularchamber g in the valve, through port q, into the upper end of cylinderP. At the same time the exhaustports 1 1 in cylinder I are uncoveredbypiston K, and the exhaust-steam escapes in the main this way; but theremainder or a portion of the exhaust from cylinder I after ports 1 lare closed escapes through the tubular valve and into q through ports q,passing thence through passage Q3 to the exhaust-chamber h. The pistonsnow change positions, moving toward each other. The valve moves upward,the exhaust-ports are closed, the valve-port g is brought intocoincidence with cylinder-port q", and the steam in cylinder P, whichhas driven down piston 19, flows through ports q and cf and the cavityof the valve into cylinder 1 and drives down piston K. When the ports (1and g are brought into coincidence, the live-steam port (1 in cylinder Pis closed and the admission of live steam cut off.

WVhen the engine is to be reversed, live steam is admitted to cylinder Iabove piston K by means of the valve seen in- Fig. 9, and at the sametime the exhaust is cut off by a valve, It. I will describe thesevalves.

Referring to Fig. 9, M is a valve which controls a port inthe upper partof cylinder I, which port connects the bore of said cylinder with thejacket i The stem m? of this valve passes through a stuffing-box on thecylinder and is coupled to a lever, M, which is fulcrumed in a lug orbranch, m, as shown. The valve is held to its seat normally by a spring,

m". The valve R is a plug-valve (see Fig. 4)

with a crossport for the passage of the steam. On the outer end of theplug is fixed an op crating-handle, r. \Vhere a condenser is used, theexhaust-passage may be permanently closed and the exhaust be efl'ectedentirely through the ports 1 1 in cylinder I. The valve shown in Fig. 9serves ordinarily as an automatic relief-valve for the escape of waterof condensation or water carried over into the cylinder I by priming. Italso serves to increase the pressure at starting by supplying thelow-pressure cylinder with live steam.

In the upper end of cylinder 1?, as seen at the-left in Fig. 4, is anautomatic relief-valve, S, which controls a port opening from cylinder1? into steam-passage i. This valve relieves cylinder 1? of water ofcondensation or water collected in the cylinder from any cause.

In mounting the casingV upon the cylinder I, I prefer to allow metal torest upon metal all around, so as to produce a rigid structure and atrue bearing, and I therefore place the non-conducting material onlyunder the projecting flange.

The cap Y of the casing V may, if desired, be removed at any time or beomitted entirely. This cap, it employed, should have removable plates toprovide access to the shaft for oiling the bearings; and similarcap-covered apertures may he provided in the casing V Wherever desiredfor the same purpose. I have not deemed it necessaryv to show these, asthey IIO are well known and form no part of my invention.

X represents in general non conducting material to prevent radiation,and 00 metal bands to secure this material in place. In Fig. 8 is shownthe form this material takes when placed around cylinder P.

It will be seen that in my engine the strains are all equalizedsubstantially. For example, the lateral strain on the shaft is null, ornearly so, as the strain put upon it by one engine is neutralized bythat of the other.

I am aware that it is not new to admit the steam axially or centrally toengines, nor to exhaust it through ports arranged in the walls of thecylinder and controlled by the piston. I am also aware that means havebeen pro vided in compound engines for admitting live steam to thelow-pressure-engine cylinder. I do not, therefore, broadly claim thesefeatures.

Having thus described my invention, I claim-- 1. An engine composed oftwo single-acting engines, wherein the two engine-cylinders, ofdifferent capacity and each open at one end, are arranged end to end andhave their pistons coupled to cranks arranged oppositely on the commoncrank-shaft, whereby the pistons move in opposite directionssimultaneously, as set forth.

2. An engine composed of a high-pressure and a low-pressuresingle-acting engine, with their pistons coupled to oppositely-arrangedcrank-pins on a common crank-shaft, and said engine provided with atubular valve axially arranged in a bore in the two cylinders and in thepiston of the high-pressure engine, substantially as set forth.

3. In an engine, the combination, with the crank-shaft provided withoppositely-arranged crank-pins for the two single-acting engines, of thelow-pressure-engine cylinder, its piston, the connecting-rods thatcouple said piston to two of the crank-pins, the high-pressure-enginecylinder mounted on and arranged end to end with the low-pressure-enginecylinder, provided with steam passages and ports, substantially asdescribed, its piston, the connecting-rods that couple said piston tothe crank-pins, the valve-operating eccentric, and the tubular valvearranged centrally in the engines and provided, substantially asdescribed, with a port and passage for delivering the exhaust-steam fromthe l1igh-pressure to the low-pressure engine cylinder, substantially asset forth.

4. An engine composed of a high-pressure and a low-pressuresingle-acting engine with their pistons coupled to oppositely-arrangedcrank-pins on a common shaft, and said engine provided with a tubularcentrally-arranged valve to control the delivery of the exhauststeamfrom the cylinder of the high-pressure engine to the cylinder of thelow-pressure engine, and the cylinder of the low-pressure engineprovided with ports controlled. by its piston for the escape of theexhaust-steam to set forth.

5. An engine composed of a high-pressure and a low-pressuresingle-acting engine placed end to end, with their pistons coupled tooppositely-arranged crank'pins on a common crank-shaft, and said engineprovided with an axially-arranged valve driven from an eccentric on themain crank-shaft, said valve connecting, by a passage formed in itsbody, the working ends of the two cylinders, substantially as set forth.

6. An engine composed of two singleacting engines, wherein the twoengine-cylinders, of different capacities and each open at one end, arearranged end to end, with the open end of the lesser cylinder next tothe closed end of the larger cylinder, and have their pistons, ofdifferent displacement, coupled to crank-pins arranged oppositely on acommon crank-shaft, whereby one piston moves toward the open end of itscylinder while the other piston is moving toward the closed end of itscylinder, substantially as set forth.

7. An engine composed of two single-acting engines with cylinders ofdifferent capacities, the pistons of the said engines being coupled tooppositely-arranged crank-pins on a common crank-shaft, whereby thepistons move in opposite directions simultaneously, and the largercylinder of the engine being provided with exhaust ports arranged in itssides and controlled by its piston, substantially as set forth.

8. The combination, with the main crankshaft provided'with two sets ofcranks, of the loW-pressure-engine cylinder I, provided with bearingsfor the rods K", the piston K and its stem, the yoke K secured to thepistonstem, the rods K, mounted to play in the bearings in cylinder Iand coupled :at their lower ends to the yoke, the connecting-rodscoupled to rod K* at their one ends and to the crank-pins in thecrank-shaft at their other ends, the highpressure-engine cylindermounted on cylinder I, its piston, the connecting rods P, which coupleits piston with two of the crank-pins in the main shaft, and thesteamdistribution valve driven from said main shaft, all arranged tooperate substantially as set forth.

9. In an engine composed of two single-acting engines placed end to end,with pistons of different displacement whichare coupled tooppositely-arranged cranks on a common shaft, whereby the pistons movein opposite direc tions simultaneously, the cylinder of the low pressureengine provided with a port opening into its working end from thelivesteam passage, and a valve controlling said port provided with anexteriorlyarranged hand-operated mechanism, whereby live steam may beadmitted to said cylinder at will to give an au gmentcd im' pulse to thepiston or to reverse, as set forth.

10. An engine composed of a low-pressure and a high -pressure singleacting engine ing engines with cylinders of different capacitiesarranged endwise, and said engines provided with an elongated tubularvalve which plays endwise in a valve-chamber at the end of the lessercylinder, in a bore in the piston of the high-pressure engine, and in abore in the closed end of the larger cylinder, the steam from thehigh-pressure-engine cylinder being exhausted into the low-pressureengine cylinder through the bore of said tubular valve,

substantially as set forth.

12. A compound engine comprising two cylinders, each closed at one endand open at the other end, and arranged end to end, two pistons, one ineach cylinder, coupled, respectively, to cranks arranged oppositely onacommon crankshaft, and a valve which controls the ingress and egress ofsteam to and from said cylinder, substantially as set forth.

13. In a compound engine embodying two single acting engines with theirrespective pistons of different displacement, said engine having itsvalve-casing with the ports therein arranged in a prolongation of thehigh-pressure cylinder, and having a tubular valve arranged centrally,and the ports and passages in said valve and easing .constructed to passexhaust-steam from the low-pressure-engine cylinder out through saidvalve, substantially as set forth.

14. The combination of the cylinder P, provided with the steam-inletpassage i ported annular steamchest 9*, ported annular exhaust-chamber gexhaust-steam passage g steam-ports g q, and g and cylindrical centralbore for the valve of the tubular valve Q, provided with exteriorvalve-recess, g and port g the mechanism for reciprocating the valve,the piston 12, provided with a passage through which the valve plays,the ported cylinder I, its top provided with a passage through which thevalve plays, the piston K, the exhaust-steam chamber h below cylinder I,and the cranks and connecting-rods,whereby the high-pressure engineexhausts through the valve into the low-pressure engine, and whereby thelow-pressure engine exhaustsinto chamber h, partly through the ports inthe cylinder and partly through the valve and passage 9, substantiallyas. described.

15. Two single -acti-ng engines with their cylinders placed end to end,their pistons movingin' opposite directions and coupled byconnecting-rods to oppositely-arranged crankpins in a commoncrank-shaft, and the said crank-shaft journaled in a casing whichincloses one cylinder, the crank-shaft, and the connecting-rods,substantially as set forth.

In witness whereof I have hereunto signed inyname in the presence of twosubscribing witnesses.

ROBERT OREUZBAUR. \Vitnesses:

HENRY CONNETT, ARTHUR O. FRASER.

